Engine overspeed device and method

ABSTRACT

Methods, systems and devices for evaluating incoming air to an engine, industrial controller including engine controls, valves and solenoids, for concentrations of explosive or combustible gases or vapors, and actuating process control including but not limited to shutting down an engine or other industrial process to control an outcome including the prevention of an overspeed condition when pre-set or calculated elevated gas or vapor concentrations are detected. In some embodiments industrial control including engine shutdown may be achieved conventionally via an electronic kill signal, a shutdown of the fuel injector, carburetor or fuel pump, and in emergency conditions by the shutoff of incoming air to an air intake, turbocharger, or other air delivery systems. Decisions based on explosive gas or vapor concentrations and species and the use of networking to allow additional systems to take action before explosive gases or vapors reach said other valve-sensor devices can provide additional safety.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. application Ser. No.15/980,445, filed on May 15, 2018, which claims the benefit of U.S.Provisional Application No. 62/506,248, filed May 15, 2017; U.S.Provisional Application No. 62/525,470, filed Jun. 27, 2017; U.S.Provisional Patent Application No. 62/611,391, filed Dec. 28, 2017; U.S.Provisional Application No. 62/617,855, filed Jan. 16, 2018, and U.S.Provisional No. 62/617,899, filed Jan. 16, 2018; U.S. ProvisionalApplication No. 62/662,977 filed Apr. 26, 2018; the disclosures of whichare incorporated herein by reference in their entireties including allreferences and appendices cited therein, for all purposes as if fullyset forth herein.

TECHNICAL FIELD

The present disclosure is in the field of engine over speed protectiondevices for naturally aspirated engines and is more specifically in thefield of explosive gas mixed with incoming air analysis and action.

BACKGROUND

Gas and other flammable fuels may be used in a variety of industrial andhome applications. When there is an anomalous event, such as a fire or aprocess upset, prompt shutdown or shut off of the fuel source may beneeded to prevent a catastrophic event. Present methods of detection ofanomalous events are limited in range of detection and types ofanomalous events being detected. Furthermore, current engine overspeedshutoff devices which use RPM based sensors to detect an anomalous eventare generally only responsive to an event after the emergency isunfolding and it is too late to manage the emergency in any method otherthan an emergency engine air shutoff.

Known examples of runaway engines causing catastrophic problems includethe Texas City refinery explosion in March of 2005, where a hydrocarboncloud was ignited by a pickup truck RPM over speed engine. This was thesecond largest oil refinery in Texas and resulted in criminal charges ofthe managing company, who has paid over $1.6B in victim compensation,$50M in federal fines, $32M to universities and hospitals, and an OSHAimposed $87M fine. Other well-known examples caused, at least in part,by runaway engines include the Deepwater Horizon explosion in the Gulfof Mexico with a total cost to the company of over $62B.

Regarding engine overspeed shutdown systems, conventional gas over speedshutoff devices are either manually activated at an operator'sprerogative or set to actuate at a pre-set RPM over speed,conventionally say 120% of engine maximum RPM. Once the device isactivated, the engine is oftentimes rendered unusable due to seals beingpulled out of their seats and other destructive events that occur whenthe aspirated air for an engine is suddenly and instantaneously shutoff. In the event of an actual emergency unfolding, a generator engine,for example, being taken off line can result in even greater damage at afacility as emergency electricity and power would be shut off when theoverspeeding engine is taken off line. If the engine is renderedunusable by the shutoff, a potentially more dangerous situation has beencreated. Further, when the target trigger RPM is reached, a danger withthe unfolding events may already exist. Thus, evacuation, explosion, orother hazards may prevent a user from actuating a manually triggereddevice.

Accordingly, methods, systems, or devices that can shut down an enginebefore an overspeed condition occurs or damage is caused by an overspeedcondition would be an improvement in the art. Such a method or systemthat reduced or prevented damage from an abrupt shutdown of anoverspeeding engine would be a further improvement in the art. It wouldbe desirable for such improved systems to be able to form a dynamicnetwork that allowed individual members to come and go, while providinga robust monitoring platform. It would be further desirable wherein suchsystems and methods allowed for action to be taken with certain devicesthat have not yet sensed a gas event in anticipation of a future eventor an imminent event. Further, events may be viewed on a web-basedbrowser. The settings of each device in a network may be uniquelycontrolled by access from a browser-based controller including, but notlimited to, gas species to activate, concentration to activate, andradius of sensors in the local mesh network.

BRIEF SUMMARY

Some embodiments allow setting of thresholds of level sensors. A gatewayor central controller can be configured to handle the control. Someembodiments utilize one of a gateway with cloud dashboard, a tablet withapp, a phone with app to set the levels. This is a wired or wirelessconnection (LORA, BLE, WIFI ZIGBEE, etc.) that can set the levels of asensor that does not have a screen such as one that is under the hood ofa truck, car or service device like light tower or power washer.

An application or cloud can access each individual sensor can be seenand the trigger point can be set. The sensor has some number say fivedifferent gas levels it can trigger on. Each can be set individually.That is, the lightest gas (hydrogen) can have a threshold to trigger,say 10% LEL (lower explosive limit) and another gas, say the heaviestgas can have a entirely different threshold (say 50% LEL). Or they canall be set together.

Thus, a controller can be used to set each device, or a controller orgateway and cloud can be used to set all devices in a common geography,say a oil drilling pad, to the same value, or using a check in/check outmodel (where when a truck for instance approaches a given job site, itis automatically a member of the collection of sensors for that site)its trigger points are automatically set corresponding to the levels orvalues the company mandates for that site.

Some embodiments include a tablet and application, phone with app, cloudor dedicated workstation that can monitor and display the location andall acquired data of each given device on a given job site like adrilling pad, a factory or a refinery. The controller will subscribemembers to the group based on proximity. That is, when a truck rollsonto site, it becomes a member and gets its parameters set by means ofwireless communication. For the period of time the truck is on the site,its settings correspond to those values the job site demands. When thetruck leaves the jobsite the controller gateway will remove that truckfrom the list of members. That is important because the range of LoRaradio can be 700 miles or more. If the truck was 50 miles down the roadand got a big gas exposure, if it was still subscribed to the job site,it would register as if the truck was having a problem and cause othervalves to shut down possibly.

Some systems disclosed herein can be used to record sensor data. Eachsensor that is conjunction with an overspeed valve has a computerrunning it. That data (gas exposure, location by GPS, time, gas type,temperature pressure and humidity) can be recorded either locally on thedevice, can be sent by wireless means to the gateway controller or canbe sent from the gateway controller to the cloud for storage in anonline database.

Next the devices can be coordinated at a given site by the gateway andcontroller. At a job site such as a drilling pad, a refinery or similar,the gateway controller manages functions including, but not limited tosetting the geometric bounds of the job site. What is the meets andbounds or the radius that defines if a given device is in or out of thejob site?

Again, in some embodiments a tablet, phone, dedicated device, laptop orcomputer that has wired or wireless connection to the detector to set inadvance its trigger points. This can be an app that connects viaBluetooth, wifi, lora or other means or is connected by a wire—but thetrigger values and the trigger points for each of the individual gasbins can be set by this device.

A central controller can orchestrate sensor functionality. A centralcontroller that gives a star topology with each detector having tocollaborate with the central controller can be used. However, each ofthe detectors/sensors can have a computer or microprocessor already init so can enable a configuration where each detector coordinated withother detectors in a true MESH network and there is no need of a centralcontroller. All the computing power is in each detector and theycoordinate their actions.

Per the above, the software and detectors are such that one detector ata site is ‘elected’ to me the master and the rest are slaves to it. Allare made equally and any one can be master. If that master gets damagedor out of range, another will become the new master controller.

Using the central controller, or gateway, the data from each sensorincluding location, gas type and concentration, time, environmentalvalues like temperature, humidity and atmospheric pressure can berecorded first on the central controller or gateway and then transferredto the cloud for permanent storage and monitoring.

Because each sensor has internal a GPS as well as LORA radio, thegateway can keep track of the location of each device at a job site. Acloud based controller can be set to define the size of the jobsite,when a device arrives and leaves in a job site that is it checks in andchecks out. A gas device associated with a given location must bede-subscribed when leaving the site so something adverse that happens 30miles away does not affect the local performance of the devices.

The present disclosure is directed to systems and methods that mayinclude detecting a concentration of an explosive or flammable gas in anincoming air stream to an engine. Illustrative methods may furtherinclude sending a shutdown signal to stop the engine before enoughconcentration to cause overspeed or damage is done. In some embodiments,a gas monitoring device may be placed on or near engines, motors, orappliances to detect leaks and shut off an air supply to the engine ormotor.

In one illustrative embodiment of a method in accordance with thepresent disclosure, a diesel or other fuel engine is shut off eitherelectrically or by means or closing an air intake valve when a gassensor determines that an explosive gas is in the incoming air stream.In one example, the engine may be stopped after explosive gas detectionby the transmission of an electrical kill signal to the engine, anengine computer, or an electrical port or connector associated with avehicle. This presupposes the concentration of gas is at a detectablelevel, but below a concentration that would cause a runaway or overspeedengine feeding from combustible gas or vapor in the incoming air stream.

The electrical kill signal may be an electronic signal that can be sentto stop the engine in a conventional fashion such as stopping the powerin a gasoline engine or shutting off the fuel supply in a diesel engineor sending a kill signal to the on-board computer. If gas is detectedand the engine is in an overspeed condition, the signal can be sent to abutterfly or other intake air shutoff valve to stop the air beingreceived by the air intake and subsequently into the engine. In anotherexample, the engine may be stopped after gas detection by the use of avalve, such as a butterfly valve, gate valve, or other valve to meterthe air, reducing its flow as well as stopping air flow if the engine isin an overspeed condition, to stop the air being received by the airintake and subsequently into the engine. It will be appreciated that inaddition to a valve, other metering protocols or equipment could beused.

Systems and devices for such methods may utilize one or more gas sensorsthat can determine low concentrations of explosive gas and may be ableto determine the specific species of the gas and then take action basedon relevant factors, such as the species, concentration, rate ofconcentration increase of the gas, and the location of the engine towhich the sensor assembly is located proximate. Where advantageous, thesensors may have the ability to communicate either by wired or wirelessmeans and to send signals to systems that have not yet detected anyexplosive gas, in order to take action even before a gas signature isreceived at a specific engine sensor. Device and systems for suchmethods may have a microprocessor or other controller that can implementsoftware or firmware or other instructions to cause desired actions fromsensed inputs. Additionally, such systems may have wired or wirelessmeans for communication with other sensor systems, to allow for acentral or local controller, and with cloud or other remote facilities.

In addition, the controller, firmware, or software may take action basedon measured, calculated, or existing results. Specifically, illustrativedevices may take appropriate action based on gas concentration, rate ofincrease, gas species, and location. Such devices may also have anon-board power system such that if the power to the engine or suppliedpower is interrupted, the device will continue to function such that theengine can be shut off electronically or an air intake valve can beactuated when required. This may be in the form of externally suppliedpower, battery, capacitor, fuel cell, solar cell, motion-basedgenerator, or other method to supply the required electricity to adevice, including power to the wireless radios.

In some embodiments, the devices may have a capability to form a networkbased on other sensors in other engines. It will be appreciated that forsuch embodiments, some devices may be located at fixed positions andothers disposed on mobile devices that may enter and leave the networkfrom time to time. Such systems may preferably have the ability todisplay status, results, actions and other information on mobile deviceslike mobile phones, tablets, or dedicated devices such as laptops orother displays. It will be appreciated that such systems may have theability to have a local central controller and a cloud-based system aswell for monitoring and control through the network.

In other embodiments where the devices and systems further comprise amicroprocessor or other means to follow electronic instructions insoftware or firmware to analyze gas species, concentration, rate ofincrease of gas and the like, they may be designed to take appropriateaction based on some or all of those factors or other factors. Forexample, the system may be configured to shut off an engine upondetection of smoke or fire alarms, severe weather such as tornadoes andhurricanes, and seismic events, either from a sensor in communicationwith the system or from an external source of information. In someembodiments, such devices or systems may shut off an engine when anemergency broadcast event, a specific emergency signal, or emergencyevents like earthquakes are detected. In addition, the device maycontain a system known as lock out or tag out wherein all wirelesssignals are turned off for a pre-set or indeterminate amount of time forsuch times as all wireless signals must be stopped. Such events may becommon during the use of explosives.

It will be appreciated that the parameters of control for the system canbe changed by user intervention using for instance an application on amobile device or tablet. It will be appreciated that the control mayrequire specific level of authorization associated with a given user.

The detection of explosive or flammable gas in an airflow in theillustrative embodiments may be accomplished by several means includinggas detectors, and further including what is known as a system on a chip(SoC) wherein the SoC comprises a microchip capable of gas detection bya nanosensor such as physical characterization sensors (i.e., density,thermal conductivity, diffusion rate, evaporation rates, redox sensor,solubility sensors, differential calorimetry and differential thermalanalysis, and physical separation such as chromatography). Other sensorsmay comprise pellistor or catalytic bead sensors, infrared sensors, hotfilament combustions byproduct detectors, optical florescence detectors,visible infrared or UV spectrometer, gas density measurement devices,dual-beam optical interferometric lidar (DIAL) detectors,photoionization detectors (PID), and mixed metal oxide detectors (MMOs).It will be appreciated that any sensor that may be used to evaluate theintake air for combustible products in real time in to allow for takingsteps to prevent a runaway condition in accordance with the presentdisclosure may be used.

The SoC, single sensor, or an array of sensors, or other gas detectionmeans may be located near or in an engine air intake or can be locatedin a fixed or mobile site outside of an engine compartment or enclosure.In some embodiments, the SoC, single sensor, or array of sensors may beaffixed to or near fixed or mobile assets. In various embodiments, thesensors can send a signal to a valve directly for shut off, send asignal to a control system close to the valve, send a signal to anon-board processor for analysis and action, or send a signal to acloud-based system for processing and action.

The present disclosure includes devices and systems that evaluate theexplosive, flammable, or combustible components in the air intake of anengine before an out of control event protocol is implemented to allowthe engine to be shut off or controlled by means of electronic shutoffsignals to the engine system, or by means of a valve that closes to stopair from entering the air intake of the engine. Illustrative detectorsystems take action, via software, hardware and firmware, about sendingkill signals, about valve action and control as well as sending acommand to take action to a network of other sensor devices that cantake decisive action prior to an explosive concentration of gasspreading to engines nearby. In addition, the present disclosureincludes devices and systems that are able to form a dynamic networkallowing detector systems that are mobile on vehicle engines such astruck engines, car engines, mobile assets and fixed assets and the like,to come and go such that when the assets are within a certain radius,they are members of the local network and when the vehicles drive awayfrom a site and pass a pre-determined distance, the device is droppedfrom the local detector network. This allows action to be taken withdevices that have not sensed a gas event in anticipation of a future orimminent event from a spreading front of gas that is soon to be close toanother sensor and engine. Networks that can be used for long rangewireless include LoRA and Zigbee to name two of many choices oflong-range networks.

Where the illustrative devices can be wired or wirelessly networked toother valve-sensor devices, this allows engine control and kill signalsto be sent and/or valves to be actuated in advance of an engine runawayevent. Further, the information can be logged or recorded either locallyor remotely such that systematic events can be evaluated, as well asproviding an historic or forensic record of events including theresponse to a signal from a potentially large number of sensor devices.In this context, the phrase “sensor device” refers to the entirecollection of all hardware, software, and firmware described herein.This can provide not only physical protection but potentially legalprotection as well.

The foregoing has outlined rather broadly the features and technicaladvantages of the present disclosure in order that the detaileddescription that follows may be better understood. Additional featuresand advantages of the embodiments in accordance with the presentdisclosure will be described hereinafter. It should be appreciated bythose skilled in the art that the conception and the specificembodiments disclosed may be readily utilized as a basis for modifyingor designing other embodiments for carrying out the same purposes of thepresent disclosure. It should also be realized by those skilled in theart that such equivalent embodiments do not depart from the spirit andscope of this disclosure and are within the scope of the appendedclaims.

BRIEF DESCRIPTION OF THE DRAWINGS

It will be appreciated by those of ordinary skill in the art that thevarious drawings are for illustrative purposes only. The nature of thepresent disclosure, as well as other embodiments in accordance with thisdisclosure, may be more clearly understood by reference to the followingdetailed description, to the appended claims, and to the severaldrawings.

FIG. 1 depicts a flowchart for determining when to shut down a devicesuch as an engine, in accordance with one aspect of the presentdisclosure.

FIG. 2 depicts a flowchart of a failsafe backup system for shutting downa device such as an engine by means of an air shutoff valve, inaccordance with another aspect of the present disclosure.

FIG. 3 depicts a graphic illustrating the detection of gas levels by asensor in accordance with the present disclosure above detectionthreshold but below sustaining combustion levels.

FIG. 4 depicts a schematic arrangement of a gas sensor connected to asingle engine which can be useful in some embodiments in accordance withthe present disclosure.

FIG. 5 depicts a sensor device in proximity and connection to an airintake valve that may be used in some embodiments in accordance with thepresent disclosure.

FIG. 6 depicts a schematic arrangement of a plurality of gas sensorssome or all of which in conjunction with shutoff valves, withcommunication to a local central site for local central control andmonitor.

FIG. 7 schematically depicts one arrangement of several sensors based atmultiple locations in a given site with communication to a local centralcontroller in accordance with the present disclosure.

FIG. 8 depicts a schematic arrangement of a mobile vehicle-based sensorcommunicating with a wireless gateway using a MQTT client/broker andcloud-based services including basic rule decision making for valveresponse as well as historical data archiving that can be useful withcertain embodiments in accordance with the present disclosure.

FIG. 9 depicts a schematic arrangement of one illustrative embodiment ofa cloud-based system and network in accordance with the presentdisclosure including a sensor-based truck with valve, a local gateway,an edge platform that is also tied to external data such as weather, areal time complex event processing pub/sub messaging system, historicaldata archiving and a management layer and historical information.

FIG. 10 depicts a cloud-based, or browser-based, display of sensor dataand user configuration useful with some embodiments of the presentdisclosure.

FIG. 11 depicts a single gas sensor that may be installed on an enginefor purposes of data collection and historical performance in accordancewith the present disclosure.

FIG. 12A depicts one embodiment of a single sensor and valve combinationin a non-networked deployment for use in accordance with one aspect ofthe present disclosure.

FIG. 12B depicts an embodiment of a single sensor connected to both ashutoff valve and to an engine socket or computer port in proximity tothe engine.

FIG. 13 depicts two sensors similar to that of FIG. 12B using wirelesscommunication to allow sensor to sensor communication.

FIG. 14 depicts a central controller that can manage local devices incommunication with two sensors in communication

FIG. 15 shows the addition of a cloud-based layer to the embodiment ofFIG. 14 .

DETAILED DESCRIPTION

It will be appreciated by those skilled in the art that the embodimentsherein described, while illustrative, are not intended to so limit thisdisclosure or the scope of the appended claims. Those skilled in the artwill also understand that various combinations or modifications of theembodiments presented herein can be made without departing from thescope of this disclosure. All such alternate embodiments are within thescope of the present disclosure. It will be appreciated that theexamples and details given herein that are illustrative of a particularembodiment are not limiting of the present disclosure.

Fire and explosion are some of the most serious hazards associated withhydrocarbon production. During drilling, fracturing, completions andother oil well exploration and production processes, there are ampleopportunities for hydrocarbon gas or vapor to be released and to enteran engine. The occupational safety and health administration (OSHA) hasrecognized the dangers associated with flammable and explosive gases andvapors at sites such as oilfields and have issued several regulationsregarding limited and protective access zones. OSHA Regulation 29 CFR1910.399, the contents of which are incorporated by reference herein,was created to define potentially hazardous areas of an oil and gasoperation. 30 CFR Part 250.610 and 30 CFR Part 250.803(b)(5)(ii) foroff-shore diesel engines, 30 CFR Part 36, API Recommended Practice 54,46 CFR 58.10-15 Gas Turbine Installations, and ISO 3046-6:1990, to namea few. Based on current understanding and interpretation of theseregulations, the entirety of an oil and gas location may be potentiallyclassified as an explosive area, making it impossible to operateequipment or motors within the location. Realizing the regulation wouldbe impossible to implement, OSHA and the American Petroleum Institute(API) established another regulation referred to as API RecommendedPractice 505, the contents of which are incorporated by referenceherein. This regulation establishes a safe working distance of 10 feetfrom tanks containing hydrocarbons that could potentially releaseexplosive gases. The regulations set a broad area of operation formotorized equipment and do not account for factors such as winddirection and heavier than air gases which may pool in low lying areasor build up in static wind conditions among many other considerations.In response to perceived shortfalls in the current regulations, mostcompanies have established additional internal safety regulations thatare more restrictive than the OSHA and API regulations.

Some examples of company regulations include limiting access topotentially hazardous areas, as well as, the incorporation of EmergencyShut Down Systems (ESDs) that may be actuated during the event of ahydrocarbon release. Some ESDs are set up to function automatically inconjunction with an air shutoff valve on the air intake of an engine.Other ESDs must be manually actuated in the event of an overspeed eventdue to combustible or explosive materials in the air intake.

A typical engine may run on a combustible mixture of fuel and air. Fuelsare generally gasoline, diesel, alcohol, natural gas, or othercombustible liquid vapor or gas. The engine management system maydetermine an appropriate amount of fuel and air to inject into theengine to generate the power, typically measured in horsepower (HP) orkilowatts (kW), and required revolutions power minute (RPM) for aparticular application. However, when the engines are able to access anunregulated and uncontrolled fuel source such as a hydrocarbon vapor orgas in the air or surrounding areas, an uncontrolled increase in RPM canoccur until the fuel air mixture is stabilized or reduced. The enginemay also be able to use unconventional or unintended fuel such as oilleaking past seals in a turbocharger, leaking hydraulic fluidsintroduced in a turbocharger or air intake, oil mist from faultyequipment, and many others. Any such unregulated fuel source can causethe engine to increase in RPM. An uncontrolled increase of RPM mayproceed until the engine exceeds the engineering limits of the materialsit is constructed from and catastrophically fails. The resultingexplosion may further ignite gases nearby leading to an even largerexplosion, as was the case with the Texas City Refinery fire.

Referring now to FIG. 1 , there is depicted a flow diagram for operationof a gas detection system 10. A detector receives a sample and analyzesit for flammable or explosive gases or vapors as graphically depicted at100 and 102. The detector and associated system identifies andquantifies the gas and determines if the engine would operate in adangerous condition if the air and flammable or explosive gas wereintroduced into the engine. As shown at 104, if it is determined thatthe engine would be operating in an unsafe condition where the incomingair contains sufficient gases or vapors to cause potential issues, akill signal is sent to shut the engine down by any of the previouslymentioned means, as depicted at 106. Where the conditions are determinedto be safe, the engine operation continues, as depicted at 108.

FIG. 2 similarly depicts a flow diagram for a gas detection system 20where the detector is directly connected to an engine air intake in afailsafe or redundant fashion. A detector receives a sample and analyzesit for flammable or explosive gases or vapors as graphically depicted at200 and 202. The detector and associated system identifies andquantifies the gas and determines if the engine would operate in adangerous condition if the air and flammable or explosive gas wereintroduced into the engine. As shown at 204, if it is determined thatthe engine would be operating in an unsafe condition where the incomingair contains sufficient gases or vapors to cause potential issues, akill signal is sent to the engine air intake valve to close. Where theconditions are determined to be safe, the engine operation continues, asdepicted at 206.

FIG. 3 depicts a graphic illustrating the detection of gas levels by asensor in accordance with the present disclosure above detectionthreshold but below sustaining combustion levels. This may occur duringthe processes described in connection with the flow diagrams of FIGS. 1and 2 . As a system in accordance with the present disclosure operates,the gas levels in air near an engine may be analyzed as the engineoperates. The analyzed levels are presented as line 1000 where thehorizontal axis is time and the vertical axis is concentration of thegas vapor. A detection threshold indicated at dashed line 1002represents a concentration of gas vapor detectable by the sensor andcapable of being tracked by the system. A cutoff threshold indicated at1004 represents a detected concentration of vapor at which the systemwill send a kill signal to the engine as discussed herein. While thecutoff threshold can represent a concentration of gas vapor capable ofsustaining combustion, in some embodiments it represents a concentrationwhere a shutdown signal to cease engine operation in a standard manner(such as shutting down electrical components or supplied fuel) before adangerous condition occurs, in accordance with the process depicted inFIG. 1 . As depicted at 1006, a higher failsafe threshold can representa concentration where an overspeed condition may occur or has started tooccur and a failsafe or redundant kill signal causes a valve to closeand terminate all airflow into the engine's air intake, in accordancewith the process of FIG. 2 .

Turning to FIGS. 4 and 5 a schematic arrangement and a graphicillustration, respectively, of a gas sensor assembly 60 connected to asingle engine which may be useful in some embodiments in accordance withthe present disclosure, are depicted. As depicted in FIG. 4 , acontroller 406 is operatively connected to a sensor 404. The controller406 may be in communicative connection to a communications assembly 408,such as a cellular connection, WiFi, Bluetooth, LoRA, Zigbee, otherwireless, or wired connection. In some embodiments, the controller maybe a system on a chip (SoC), as simple as a Raspberry Pi, or assophisticated as a purpose-built circuit board, and purpose writtenfirmware, that supports the sensor 404, communications assembly 408, andother necessary components, such as a valve 402 relay, as peripherals,using appropriate instructions in the form of software or firmware. Thecomponents may be arranged together in a single housing to form a singlesensor and control unit 50 for installation as depicted in FIG. 5 . Anengine 400 includes an air intake that may have an air intake valve 402.As depicted in FIG. 5 , the controller may be in operative communicationwith the air intake valve 402 via a wired connection 502.

Systems and devices in accordance with the present disclosure mayinclude a gas sensor to evaluate the incoming air to the engine andmeans for stopping the engine including electrical signals to stop theengine in a more or less conventional way and signals to operate a valveto stop the incoming flow of air to the engine. In the case of dieselengines, shutting off fuel or power does not necessarily stop the enginefrom running in the case of explosive gas mixed with the incoming air.In this case, if the combustion gas level is below a critical threshold,the engine may be stopped in conventional ways. If the combustionmixture is above a critical threshold, enough combustible material is inthe incoming air and simply conventional kill methods do not work. Theair flow must be stopped by means of a valve or other methods to deprivethe engine of air and fuel including but not limited to an ancillaryflow of nitrogen, CO.sub.2, or another diluent.

Such devices, which may comprise a gas sensor that can detect low levelsof explosive, combustible, or suffocating gases may be disposed on theincoming air intake or close to the air intake or in the sameenvironment as the incoming air. Even low concentrations of gas in theair will be increased by Henry's Law of partial pressures to beexplosive. A concentration of say 2% methane in air, well below thelower explosive level, or LEL, may well be explosive when pulled into anengine.

Some gas sensors that can be used with systems and devices in accordancewith the present disclosure include thin film array sensors, SAW planarchemical sensors, sorbent polymer-based acoustic wave sensors,cantilevered probe sensors and other sensors capable of detecting,quantifying, and/or identifying flammable or explosive vapors.Multichannel array sensors that can be used to classify, identify andquantify unknown chemical vapors can be especially useful.Preconcentrators used with chromatographic analysis can also be used.Illustrative examples of sensor components and systems that may be usedin accordance with the present disclosure include those disclosed in thefollowing patents and patent applications, the contents of which areincorporated herein in reference in their entireties: U.S. Pat. No.6,015,869, entitled STRONGLY HYDROGEN-BOND ACIDIC POLYMER AND METHODS OFMAKING AND USING; U.S. Pat. No. 6,991,887, entitled Photopatternablesorbent and functionalized films; U.S. Pat. No. 7,430,928, entitledMethod and apparatus for concentrating vapors for analysis; U.S. Pat.No. 8,191,435, entitled Method and apparatus for concentrating vaporsfor analysis; U.S. Pat. No. 9,547,968, entitled Pre-smoke detector andsystem for use in early detection of developing fires; U.S. Pat. No.9,625,401, entitled Molecular analysis using micro electro-mechanicalsensor devices; US Patent Application Publication 20170153193, entitledMOLECULAR ANALYSIS USING MICRO ELECTRO-MECHANICAL SENSOR DEVICES; U.S.Pat. No. 7,260,980, entitled Liquid cell and passivated probe for atomicforce microscopy and chemical sensing; U.S. Pat. No. 8,136,385, entitledCantilevered probes having piezoelectric layer, treated section, andresistive heater, and method of use for chemical detection; U.S. Pat.No. 8,746,039, entitled Cantilevered probes having piezoelectric layer,treated section, and resistive heater, and method of use for chemicaldetection; U.S. Pat. No. 8,524,501, entitled Self-sensing array ofmicrocantilevers for chemical detection; Great Britain Patent No.4232001, entitled Self-sensing array of microcantilevers for chemicaldetection; U.S. Pat. No. 7,694,346, entitled Cantilevered probe detectorwith piezoelectric element; U.S. Pat. No. 8,434,160, entitledCantilevered probe detector with piezoelectric element; U.S. Pat. No.8,434,161, entitled Cantilevered probe detector with piezoelectricelement, U.S. Pat. No. 8,713,711, entitled Cantilevered probe detectorwith piezoelectric element; Great Britain Patent No. 4237753, entitledCantilevered probe detector with piezoelectric element; U.S. Pat. No.7,521,257, entitled Chemical sensor with oscillating cantilevered probeand mechanical stop; U.S. Pat. No. 8,367,426, entitled Chemical sensorwith oscillating cantilevered probe; U.S. Pat. No. 8,220,067, entitledCantilevered probe detector with piezoelectric element; U.S. Pat. No.9,702,861, entitled Cantilevered probe detector with piezoelectricelement; U.S. Pat. No. 9,726,665, entitled Self-sensing array ofmicrocantilevers for chemical detection; US Patent ApplicationPublication 20170269052, entitled CANTILEVERED PROBE DETECTOR WITHPIEZOELECTRIC ELEMENT; US Patent Application Publication 20170299584,entitled SELF-SENSING ARRAY OF MICROCANTILEVERS FOR CHEMICAL DETECTION,US Patent Application Publication 20160341765, entitled CANTILEVEREDPROBES HAVING PIEZOELECTRIC LAYER, TREATED SECTION, AND RESISTIVEHEATER, AND METHOD OF USE FOR CHEMICAL DETECTION; US Patent ApplicationPublication 20170069187, entitled PRE-SMOKE DETECTOR AND SYSTEM FOR USEIN EARLY DETECTION OF DEVELOPING FIRES; US Patent ApplicationPublication 20180052124, entitled SYSTEMS AND METHODS FOR DETERMINING ATLEAST ONE PROPERTY OF A MATERIAL; U.S. application Ser. No. 15/891,070,entitled PRE-SMOKE DETECTOR AND SYSTEM FOR USE IN EARLY DETECTION OFDEVELOPING FIRES; U.S. Application Ser. No. 62/463,395, entitled LEAKDETECTION SYSTEM AND RELATED METHODS; PCT Application PCT/US18/15728,entitled LEAK DETECTION SYSTEM AND RELATED METHODS; U.S. ApplicationSer. No. 62/466,173 entitled HYDROGEN SULFIDE FILTERS, METHODS OFFORMING THE HYDROGEN SULFIDE FILTERS, AND SYSTEMS INCLUDING SUCHFILTERS; U.S. Application Ser. No. 62/490,227 entitled MICROHOTPLATE GASSENSORS AND RELATED METHODS; U.S. Pat. No. 6,408,250, entitled Methodsfor characterizing, classifying, and identifying unknowns in samples;and U.S. Pat. No. 6,606,567, entitled Methods for characterizing,classifying, and identifying unknowns in samples. As noted above, thecontents of each of these patents and patent applications areincorporated by reference herein in their entireties.

For these and other reasons, it is desirous to require any engine thatis at an oil and gas, refining, production, or other chemical-based siteto have a system to detect combustion or explosive materials in theincoming air to eliminate the danger of overspeed or over revolution,including methods to kill the engine upon detection of the explosivemixtures. Devices and systems in accordance with the present disclosurewill trigger a shutdown of the engine upon detection of explosivemixture of air and combustible materials in the air intake system ornearby of the engine. Upon detection of a critical amount by the sensorand communication to the controller, either set by the factory or by theuser, the controller will send a kill signal to shut off the engine.Because the self-sustaining threshold has not been reached, the enginewill cease operation, and will not be able to run on combustibleproducts in the air alone. This corresponds to the cutoff threshold. Ifthe gas increase is too great to respond in time, an additional meanssuch as a valve to stop incoming air can be actuated as well, or a floodwith a noncombustible diluent such as nitrogen or CO.sub.2 or similar.This corresponds to the failsafe threshold.

Thus, the devices and systems in accordance with the present disclosurecan detect a dangerous air fuel condition before the air fuel mixture isintroduced into the engine and to stop the engine before the air/fuelmixture introduced from the air intake reaches critical valves. Suchsystems are capable of analyzing explosive mixtures in the air reachingthe engine and sending or causing to send signals to kill the enginethrough various means.

Recent technological developments have allowed the manufacture ofdevices that are capable of gas analysis that may identify gases andevaluate their concentrations. These devices may take continuous ordiscreet samples of the surrounding air to determine the composition ofthe air. One method of function of these devices is to absorb gasmolecules and compare the absorption to known values thereby determiningthe type and concentration of the gas. The devices may be incorporatedinto a system containing a microprocessor, memory, storage, input/outputchannels, wired or wireless communication, GPS, and the detector itself.Systems where the total function needed to form an operable computer isincluded on a single device or as a part of a small electronics deviceare typically referred to as a System on a Chip (SoC). SoCs have theadvantage of integrating all the necessary components to form anoperational computer system in a small form factor. These SoCs may beconfigured to interface with the engine management systems present onall modern electronically controlled engines, interface withtransmission management systems, interface with external engine safetiessuch as the previously mentioned air intake shut off valves, orinterface with other systems present on the engine. In some examples,the devices capable of gas analysis can be a standalone device whichinterfaces directly with ESDs and engine control systems.

The sensor devices capable of gas analysis may rely on several separatesensors within the device itself to identify and quantify the gases.Several techniques including but not limited to the technique known asorthogonal analysis can be performed on signals received from thesensors to determine the identity and quantity of the gases present in aparticular sample. Some examples of sensors include physicalcharacterization sensors such as density sensors, thermal conductivitysensors, diffusion rate sensors, evaporation rate sensors, chemicallyselective redox sensors, chemical solubility sensors such as acidic,basic, dispersion coefficient, and dipolarity sensors, thermodynamicanalysis sensors such as differential scanning calorimetry sensors,thermodynamic analysis sensors such as differential scanning calorimetrysensors and thermal gravimetric sensors, as well as separation throughsmall scale chromatography or other means. As previously discussed,there exists standalone gas sensors, arrayed gas sensors, and SoC basedsensors. Often standalone sensors are limited to detection of specificgases such as methane, and incorrectly report other species and alsohave high detection limits. By using multiple sensors or SoC sensors andorthogonal analysis, the identity of a very broad range of gases andvapors may be accurately determined. The SoC is an example of amicro-electrical-mechanical system (MEMS) and exploits the many inherentadvantages of MEMS such as low power consumption, small size, lowweight, and robustness for real world applications. For example, in aspan of milliseconds the sensors may heat to a high temperature, make avariety of high-precision thermal measurements, then cool back to roomtemperature. The detector may detect picogram-scale masses and measuretemperature with 0.01 degree C. resolution. It may operate intemperatures from −40 degrees C. to 70 degrees C. The detector canincorporate an array of microcantilevers with integrated piezoelectricsensing elements that provide electrical actuation and sensing ofresonance frequency. Monitoring resonance may be a highly sensitive wayto measure very small masses of adsorbed materials. Examples of suitableMEMS detectors with gas sensing capabilities are available from NevadaNano Systems Inc. See U.S. Pat. No. 6,015,869, entitled STRONGLYHYDROGEN-BOND ACIDIC POLYMER AND METHODS OF MAKING AND USING; U.S. Pat.No. 6,408,250, entitled METHODS FOR CHARACTERIZING, CLASSIFYING, ANDIDENTIFYING UNKNOWNS IN SAMPLES; U.S. Pat. No. 6,991,887, entitledPhotopatternable sorbent and functionalized films; U.S. Pat. No.6,606,567, entitled Methods for characterizing, classifying, andidentifying unknowns in samples; U.S. Pat. No. 7,430,928, entitledMethod and apparatus for concentrating vapors for analysis; U.S. Pat.No. 8,191,435, entitled Method and apparatus for concentrating vaporsfor analysis; U.S. Pat. No. 9,547,968, entitled Pre-smoke detector andsystem for use in early detection of developing fires; U.S. Pat. No.9,625,401, entitled Molecular analysis using micro electro-mechanicalsensor devices; US Patent Application Publication 20170153193, entitledMOLECULAR ANALYSIS USING MICRO ELECTRO-MECHANICAL SENSOR DEVICES; U.S.Pat. No. 7,260,980, entitled Liquid cell and passivated probe for atomicforce microscopy and chemical sensing; U.S. Pat. No. 8,136,385, entitledCantilevered probes having piezoelectric layer, treated section, andresistive heater, and method of use for chemical detection; U.S. Pat.No. 8,746,039, entitled Cantilevered probes having piezoelectric layer,treated section, and resistive heater, and method of use for chemicaldetection; U.S. Pat. No. 8,524,501, entitled Self-sensing array ofmicrocantilevers for chemical detection; Great Britain Patent No.4232001, entitled Self-sensing array of microcantilevers for chemicaldetection; U.S. Pat. No. 7,694,346, entitled Cantilevered probe detectorwith piezoelectric element; U.S. Pat. No. 8,434,160, entitledCantilevered probe detector with piezoelectric element; U.S. Pat. No.8,434,161, entitled Cantilevered probe detector with piezoelectricelement, U.S. Pat. No. 8,713,711, entitled Cantilevered probe detectorwith piezoelectric element; Great Britain Patent No. 4237753, entitledCantilevered probe detector with piezoelectric element; U.S. Pat. No.7,521,257, entitled Chemical sensor with oscillating cantilevered probeand mechanical stop; U.S. Pat. No. 8,367,426, entitled Chemical sensorwith oscillating cantilevered probe; U.S. Pat. No. 8,220,067, entitledCantilevered probe detector with piezoelectric element; U.S. Pat. No.9,702,861, entitled Cantilevered probe detector with piezoelectricelement; U.S. Pat. No. 9,726,665, entitled Self-sensing array ofmicrocantilevers for chemical detection; US Patent ApplicationPublication 20170269052, entitled CANTILEVERED PROBE DETECTOR WITHPIEZOELECTRIC ELEMENT; US Patent Application Publication 20170299584,entitled SELF-SENSING ARRAY OF MICROCANTILEVERS FOR CHEMICAL DETECTION,US Patent Application Publication 20160341765, entitled CANTILEVEREDPROBES HAVING PIEZOELECTRIC LAYER, TREATED SECTION, AND RESISTIVEHEATER, AND METHOD OF USE FOR CHEMICAL DETECTION; US Patent ApplicationPublication 20170069187, entitled PRE-SMOKE DETECTOR AND SYSTEM FOR USEIN EARLY DETECTION OF DEVELOPING FIRES; US Patent ApplicationPublication 20180052124, entitled SYSTEMS AND METHODS FOR

DETERMINING AT LEAST ONE PROPERTY OF A MATERIAL; U.S. application Ser.No. 15/891,070, entitled PRE-SMOKE DETECTOR AND SYSTEM FOR USE IN EARLYDETECTION OF DEVELOPING FIRES; U.S. Application Ser. No. 62/463,395,entitled LEAK DETECTION SYSTEM AND RELATED METHODS; PCT ApplicationPCT/US18/15728, entitled LEAK DETECTION SYSTEM AND RELATED METHODS; U.S.Application Ser. No. 62/466,173 entitled HYDROGEN SULFIDE FILTERS,METHODS OF FORMING THE HYDROGEN SULFIDE FILTERS, AND SYSTEMS INCLUDINGSUCH FILTERS; U.S. Application Ser. No. 62/490,227 entitledMICROHOTPLATE GAS SENSORS AND RELATED METHODS. The contents of which areincorporated herein in their entireties.

As previously mentioned, current ESDs and other safety systems rely onengine RPM to make a determination if the engine is over revving orentering a dangerous operating regime. These methods used are reactiveto the RPM increase and do not have the ability to prevent the RPMoverrun before it begins. In some cases, the increased RPM may occursuddenly and without warning, leading to damage to the engine beforeshutdown systems can be engaged. Furthermore, once an engine such as adiesel engine begins to run away, it can be difficult to stop withoutmeans that may damage the engine such as the sudden closure of the airintake system.

Other examples of ESD in accordance with the present disclosure cancomprise systems for shutting off gas or fuel to industrial equipmentand processes. For example, without limitation, a furnace or boiler maycombust a fuel source such as methane. In an embodiment, the SoC, singlegas detector, or array of detectors may send a signal to a controlsystem of a furnace or boiler or other industrial or home product whichin turn shuts of the natural gas or other fuel supply. In anotherembodiment, the SoC, single gas detector, or array detectors ofdetectors may send a single directly to a control valve. In yet anotherembodiment, the choice of detector may be part of a network thatprovides action to valves not yet undergoing hydrocarbon detection. Inanother embodiment the detectors communicate with other detectors andcan coordinate a large detection area. Yet other embodiments allow theposition of the detectors to be known via GPS or other means includingtriangulation from long range wireless networks such as LoRA, Zigbee orothers. Other embodiments allow the detectors and system to monitor byvarious means the wind direction and provide action to downwind systemswhile upwind systems may not be actuated. Other embodiments may use acentral controller to coordinate several local devices. Otherembodiments use the cloud to have storage, calculation, notification andthe like. Other embodiments include notification via text, email, callor internet, from single or a small number of actuations. Still otherembodiments use a web or browser-based application to determine detectorhistory, current detector performance, geographic location of detectors,members of a local network and the like.

Turning to FIG. 6 , a schematic arrangement of a plurality of gassensors shutoff device assemblies, such as those depicted at 60A and60B, some or all of which in conjunction with shutoff valves. Eachassembly includes a controller 606, which includes a chip that mayexecute code or other instructions to execute processes in accordancewith the present disclosure, one or more sensors 604 as discussedelsewhere herein, and one or more relays for executing the kill signalswhether by electronic communication with the engine electrical orcontrol system, or by communication with a valve or a valve controlsolenoid. Additionally, the controller 606 may be in communication witha network 610 such as wireless communications to a local area network toallow control and monitoring at a local central site.

FIG. 7 graphically depicts one arrangement of several sensors based atmultiple locations in a given site with communication to a local centralcontroller in accordance with the present disclosure. These may beassemblies 60A through 60F placed on or near engines throughout ahydrocarbon production or processing site. These include assemblies 60 fand 60D on or near engines on vehicles. A local central controller 70may also be disposed at the site. The assemblies 60 and local centralcontroller 70 may be in operative communication via a wireless networkor wired networks or as is otherwise known in the art. The localcontroller 70 may be in communication with a cloud 700 based backup orremote controller.

FIG. 8 depicts a schematic arrangement of a mobile vehicle-based sensordevice 80 communicating with a wireless gateway at a local controller 70using a MQTT client/broker and cloud based services including basic ruledecision making for valve response as well as historical data archivingthat may be useful with certain embodiments in accordance with thepresent disclosure. The use of wireless communications protocols such asMQTT allows for vehicles using sensor assemblies 60 to join and exit anetworked system in accordance with the present disclosure as thevehicle enters and leaves a location, as depicted in FIG. 7 . Thisallows for complete monitoring of all engines in a location. It will beappreciated that any appropriate communications protocol may be used.

FIG. 9 depicts a schematic arrangement of one illustrative embodiment ofa cloud-based system and network in accordance with the presentdisclosure including a sensor-based truck 800 with an air shutoff valvethat includes a sensor assembly 60, a local gateway 80, an edge platform90 that is also tied to external data such as weather, a real timecomplex event processing pub/sub messaging system, historical dataarchiving and a management layer and historical information. It will beappreciated that the edge platform may be supported on a local centralcontroller 70 or on a remote computing device. It will also beappreciated that the use of a networked system allows for individualassemblies 60 to shut down all engines in an area of concern, even whereonly a single sensor assembly detects a concentration at or above acutoff or failsafe threshold. Further, archiving of historical data mayallow for historical analysis to diagnose problems and facilitate betterplanning for the prevention of, and response to, dangerous conditions.

FIG. 10 depicts a cloud-based, or browser-based, display of sensor dataand user configuration useful with some embodiments of the presentdisclosure, such as those schematically depicted in FIGS. 8 and 9 . Asshown, such display may be available on a computer display, including adisplay on a mobile device, which is in communicative contact with anetwork as discussed in connection with FIG. 9 or may be a portion of,or in connection with, a local controller 70 as discussed in connectionwith FIG. 8 .

As depicted in FIG. 10 , such a system may allow a user to selectindividual sensor assemblies or sets of assemblies at a location. Thedisplayed map 1100 depicts the locations of a set of monitoredassemblies 60 in communication with the system. A graphic display 1102may show historical concentration levels for selected assemblies 60,with real time or historical point data displayed numerically asselected.

Use of systems and devices in accordance with the present disclosureallow for the processes and methods of the present disclosure to beachieved. For example, a detector assembly 60 may send a signal to theengine management system or other controls systems present on an enginewhich may then shut off the engine if a concentration of explosive orflammable gas is detected at a or above a cutoff threshold. The enginemay be shut off by any means such as for example, by a kill switch thatdisables either some sub system of an engine, a command to the enginecomputer, the electrical system or other means that can stop a spark ina gasoline engine, stop air, stop fuel, or engaging a higher gear toreduce engine speed, engaging a decompression valve to reduce pressurewithin the engine, disabling valves in a freevalve or independentlyoperated valve engine, stopping exhaust flow to the engine, introducinga diluent to dilute the incoming gas to below a critical threshold, orcombination of the above techniques. In some examples, the detectorassembly may be directly connected to an air intake shut off, asdepicted in FIG. 5 such that the air intake may be blocked before theair fuel mixture can enter the engine. This example may be provided as abackup function or as a dual protection system. Furthermore, thedetector assembly 60 may be disposed on the engine or near where air isdrawn into the engine such as an air filter, breather box or othermeans.

In one illustrative embodiment, a detector assembly 60 may be used inengine safety applications and more particularly with ESDs. The assemblymay provide a means to determine the composition of air entering anengine and identify any flammable or explosive gases contained therein.Appropriate action may then be taken to prevent the engine from becominguncontrolled. A first embodiment comprised the detector takingmeasurements and identifying the gas, calculating the explosive limitsof the gas and sending a signal to an ESD or engine management system ornetwork for additional routing to a controller or other additionalsystem. This may include but not be limited to sending a kill signal tothe engine, sending a signal to an emergency shutoff valve, sending asignal to another sensor for action, sending a signal to a central localsystem for coordination, or sending information to a cloud based orother remote system by cellular, sat-phone or other means.

In another illustrative embodiment, the detector assembly may takemeasurements and identify the gas and/or is concentration and then sendthe data regarding the identified gas to a separate system which maydetermine an appropriate action. In some examples, a detection limitthreshold may be used to determine the course of action.

The gas sensors used in the assemblies may have the ability to determinespecific gas species. That is, hydrogen will be distinguished frommethane, which will be distinguished from naphtha. In the case of eachgas, a different course of action will be taken. For instance, if thesensor detects naphtha, this will most likely arise due to spilledcleaning solvents and will not require significant action. If the devicedetects propane, in the out of doors, again only limited action willneed to be taken because propane for instance is lighter than air andwill dissipate. If the device detects methane, this can be a significantevent because methane is heavier than air and will collect and willpotentially explode. Hence a different action will be required torespond to methane detection.

As noted above, each assembly 60 may include a controller that willallow the hardware, software and firmware to be executed to produce therequired actions. The response to a given concentration and species ofgas will be directed by the controller. The system or assembly will alsohave a given response to a given gas concentration and species. Theresponse to the various detected gases can be for instance specified bya look-up table, or by calculated stimulus and response. Different gasesdetected will require different responses. In addition, the responsewill be changeable or editable due to user editing of response by meansincluding a cloud based or browser-based user interface or UI. Responsescan include but not be limited to an electronic kill signal, a signal toclose an air intake valve, communication with another sensor andcontroller, communication with a central controller, communication witha cloud base information repository or other means.

In general, each assembly 60 and the local central controller 70 (wherepresent) will also have subsystems including a source of internal power(such as an internal battery), so that in the event of power failure,the device will still be able to provide the required engine control,air intake shutoff, gas species and concentration and evaluation andsimilar functions.

By use of the communications protocols and hardware, the assemblies 60will have the capability to form a network with other similar devices orwith other devices that are appropriate. Some sensor assemblies 60 willbe permanently located so that the network location for those assembliesare fixed. For example, a sensor assembly disposed near an internalcombustion engine for an emergency backup generator at a fixed positionmay be fixed. As noted previously, networks and systems in accordancewith the present disclosure may also have the ability to allow newsensor devices to enter the network when certain events are fulfilledsuch as a sensor attached to a mobile asset such as a truck or car ormobile engine enter within a specified radius or other specificcriteria. The network forming capability is significant insomuch assensor devices that have not yet detected explosive concentrations maybe activated in anticipation of an imminent explosive event. Thisflexible and distributed array of sensors will allow the maximumevaluation of an area, including the maximum number of sensors possible.

Systems in accordance with the present invention may have the ability todisplay on a mobile device detected results, and the set points forcontrol. Users will be able to see gas concentrations and if the devicewas close to a response or valve closing. In addition, the devices arecomprised of a GPS for location in the radius of interest. The systemmay have the ability to edit control points by means of a desktop,laptop, or mobile device. Access will be allowed with typical methods togain access such as password, biometrics or the like. The radius of asite can be established as well.

Each assembly or the networked system may have the ability to record orlog events so that offline or external agencies or agents can determinegas release events. In addition, a user may be able to determine if therelease of gas was correlated or systematic, such as the closing of avalve or for instance non-correlated.

Once triggered, an assembly 60 may keep the engine to which it isattached in lockout until suitable authorization to unlock is received.Suitable authorization may come from a designated or authorized personor another suitable agent to release the valve—detector assembly andallow reset.

In other embodiments, a gas detecting device and processor may be tiedinto the electronic engine controller and programmed to send a signal tothe electronic controller to shut the engine off if an explosive gas isdetected as the target level. In certain embodiments, the detector andrequired processor may be tied directly to a kill switch to disable theengine directly by operating the shutdown, while in others the gasdetection system may be tied directly to the engine processor or theengines computer, and the engine is programmed to shut itself off if gasis detected at the target level.

In embodiments where the detector and controller are tied to an airintake shut off or over speed protection shut off valve and programmedto send a signal that would activate the air intake shut off in theevent that it detected explosive gases at the target level. In some suchembodiments, the detector may be tied directly to the overspeed airintake shut off and the air intake shut off and the processor programmedto shut the air off thereby disabling the engine before the explosivelimits are reached. These embodiments may provide backup functional ordual protection to the engine and the operation. For some suchembodiments, the controller may be in communication through a relay withan EMS for an engine, allowing an EMS based kill signal at a firstthreshold at a detected concentration of flammable vapor at a levelbelow that sufficient to support n overspeed condition and an air shutoff performed at a second or failsafe threshold where an overspeedcondition may occur.

For networked embodiments, an external system may perform thecalculating and processing for a signal from a detector assembly. Theexternal system identifies the explosive materials from data collectedfrom the detector, and determines if a signal to actuate shutdown isrequired. In such embodiments, the external processor may be external toan internal computer on a vehicle where the engine is disposed. For someembodiments the detector assembly may send a signal directly to thevehicles internal computer to shut down the engine. The internalcomputer of the vehicle in these embodiments may be programmed for suchcircumstances during manufacturing.

It will be appreciated that sensor assemblies and systems suitable inaccordance with the present disclosure are suitable for use with anyequipment with engines, such as but not limited to generators, trucks,tractors, pumps, automobiles, pressure washers and the like.

It will be further appreciated that a gas detector system in the form ofa SoC, single gas detector or array of detectors can be used in a homefor gas appliances and devices, monitoring ambient air in proximity tothe device or sensor and providing a gas shut off or alarm or shutoffand alarm with ambient gas levels are above a set point. In someembodiments, the home use assemblies may be associated with fire orsmoke alarms to shut off gas when fire or smoke is detected.

It will be appreciated that in certain methods in accordance with thepresent disclosure, the explosive or combustible gas is detectedpromptly by a sensor element and an electronic kill signal is sent to anengine, thereby eliminating the need for an air flow shut off valve.Conventional systems have a system comprised of an air shutoff and a RPMdetector. When the RPM of the engine is over a critically high value,the air intake shutoff valve closes, smothering the engine. Theinvention uses a gas detector that can evaluate an intake aircombustible gas situation before the sustaining combustion situationarises. The subsequent response is to send a kill signal to the engineand shut it off conventionally. In general, there is a concentrationvariation between detecting an explosive or combustible gasconcentration, and the level where the engine will continue to rungetting fuel from the air. It is known that about 3% methane is where anengine will run with the diesel fuel shut off. In methods in accordancewith the present disclosure, an engine may be shut off at a lower level,for example a concentration of about 1.5% methane as a lower explosionlimit (LEL) or cutoff threshold, and subsequently conventional methodsof electronic shutdown can be used, avoiding the damage from emergencyair intake shutoff in an overspeed condition. Such methods work withconventional gasoline engines, wherein the spark is eliminated or withdiesel engines, where the fuel is stopped. The assemblies 60 can be tiedinto the electronics ports associated with an engine such as DDAC orODB2 ports, conventional electronic access ports, either in the vehiclecab or in the engine area.

In another embodiment the device is attached or connected or associatedwith a valve on the air intake in a naturally aspirated engine andevaluates the air incoming to the engine for flammable, explosive orcombustible gases or vapors, and upon a set trigger level, actuates thevalve shutting off all air to the valve.

In other embodiments, the assemblies may be attached or connected orassociated with a valve on the air intake in a naturally aspiratedengine and evaluate air near to or close to the engine, not necessarilyincoming to the engine, for flammable, explosive or combustible gases orvapors, and upon a set trigger level, actuates the valve shutting offall air to the valve.

It will be appreciated that in networked embodiments, a plurality ofvalves and sensors in conjunction, all more or less proximate to eachother and in communicative communication via a local network either bywires, cables or wirelessly by electromagnetic signals evaluates thenaturally aspirated intake air to one or more engines. In the event onedevice is triggered or detects hydrocarbons or combustible or explosivegases, other nearby valves will be triggered to shut the intake air tonearby engines, even though the explosive gas has not been yet detectedby the specific detector and valve systems associated with a particularnearby engine.

In some embodiments, a local collection of valves and sensors arecontrolled or managed or otherwise managed by a local central controllerthat can perform tasks such as calculation of shut off points, shutsubsequent valves even if no signal is yet detected, record location andseverity of events, provide a central nexus and repository of allrelevant data, provide a central nexus of data for a browser display andthe like.

In another embodiment, a web or browser display in communication with alocal controller or network manages information including but notlimited to and basically comprised of location, devices in and out oflocal network, trigger or trip points of detectors, actions taken oncesensor records a hydrocarbon, list of hydrocarbons to trigger on andlist of hydrocarbons to not trigger on and levels of each, map of sensornetwork locations, display of wind direction, current reading of eachsensor assembly in a networked system. In addition, a web-based browserprovides the user with access to data analytics from a system to extractinformation for the collection of large amounts of data such ashydrocarbon releases when valves are actuated for one example. Inaddition, running lists of all events locations and severity includingevents that caused triggers and events that did not cause a trigger canbe accessed. Where desirable, the cloud or web-based browser window canbe arranged to graphically or numerically set the trip point, the gasesto include and those to reject, the radius of the local sensor array.

In certain embodiments, sensor assemblies not associated with an intakevalve could be used to evaluate gases emanating from return drillingmud, taking much of the tasks from current mass spectrometers. The useof a SoC based detector in place of a mass spectrometer in the mudreturn can reduce expenses and further provide meaningful data for amonitoring system to avoid dangerous situations.

It will be appreciated that using devices, systems and methods inaccordance with the present disclosure, especially networked electronicsincluding cloud-based communication, wireless communication, dataanalytics and browser display can be used as a platform for othercommercial services such as well logging, asset tracking using GPS, anddata recording using cloud based appliances and analytics.

FIG. 11 schematically depicts a single sensor 1100 that may simply be adetector installed on an engine for purposes of data collection andhistorical performance. Such a test sensor may be single SoC asdiscussed previously herein. In one illustrative embodiment sensor willinclude a gas sensor, a memory, GPS, and wireless communicationsconnectivity. Such a sensor may have the ability to detect type andconcentration of explosive gases or vapors, LEL %, pressure,temperature, humidity and humidity. Data from sensor 1100 may becollected by sensor recording gas (species, concentration, rate ofincrease, and if GPS on board, location). Collection may be made viaBluetooth to a nearby phone, LORA to a gateway placed at the site, oreven using Bluetooth on a special handheld data collection device.

FIG. 12A schematically depicts a single sensor and valve combination ina non-networked deployment. In this embodiment, a gas sensor 1200 isconnected to the air intake of an engine. There is one electricalconnection 1202 to the overspeed shutoff valve trigger 1204. Thisconnection can be either wired or wireless. Upon gas detection, thesensor 1204 triggers the valve closed, as discussed previously herein.

In one exemplary use of the embodiment of FIG. 12A, the gas sensor 1200is connected to the air intake of a naturally aspirated diesel engine.There is one electrical connection to the overspeed shutoff valvetrigger 1204. This connection can be either wired or wireless.

In the normal course of use, the embodiment could be installed on atruck used to deliver chemicals or sand to a drilling site, refinery orother location. The engine will potentially be, from time to time,subjected to some forms of hydrocarbons depending on its location. If,during the course of operations, the sensor, hardware and softwaredetect a significant and pre-set amount of some combustible fuel, suchas methane, an electric signal will originate from the sensor+controlboard to electrically close the emergency shutoff valve. The sensor 1200arrangement allows the gas detection to cause actuation of the emergencyair shut off valve long before an overspeed condition arises. Hence, apotential emergency may be dealt with before the engine overspeeds intoa dangerous condition.

In one exemplary scenario, the sensor 1200 is installed on the airintake of the engine is in use at a drilling site, or for instance,refinery. During the course of operation, a release of methane occursand is pulled into the engine. For a conventional truck, the added fuelwill cause the engine to overspeed, potentially causing a catastrophicfailure. In this instance, however, the system detects the added methaneto the engine and causes the overspeed protection valve to close,killing the engine and ensuring no potential explosion or fire. Inanother exemplary scenario, the system is installed on the air intake ofan engine on a fixed prime mover or generator in use at a drilling site,refinery, or other location where flammable vapors may be released.During the course of operation, a release of methane occurs and ispulled into the engine. For a conventional generator or other fixedasset, the added fuel would cause the engine to overspeed, potentiallycausing a catastrophic failure. In this instance, however, the sensor1200 detects the added methane to the engine and causes the overspeedprotection valve 1204 to close, killing the engine and ensuring nopotential explosion or fire.

FIG. 12B depicts a sensor 1200 connected to both a shutoff valve 1204and to an engine socket or computer port 1206 in proximity to theengine. Upon first detection of methane or other gas, the system willprovide an electronic kill signal, to conventionally stop the engineusing electronic or computer signals. Upon gas detection at a userspecified level, the systems will send an electronic kill signal to theengine control or computer first via port 1206. If the engine continuesto run, an indicated by either increasing gas signature or increasingengine RPM, the system will subsequently send a valve close signal toshutoff valve 1204.

In one exemplary scenario, a service truck or a fixed asset has a systemsimilar to that depicted in FIG. 12B with the sensor 1200 installed onthe air intake of the engine. During the course of operation, a releaseof explosive gas occurs and is pulled into the engine. For aconventional engine, the added fuel in the form of explosive gas wouldcause the engine to overspeed, potentially causing a catastrophicfailure. In this instance, however, the sensor 1200 detects the addedmethane to the engine and subsequently will send a signal to the ECU(engine control unit) via computer port connection 1206 thereby killingthe engine and ensuring no potential explosion or fire occurs. If theamount of explosive gas in the air intake is already high enough toallow the engine to run with no added fuel, the sensor 1200 device willsend a second signal to actuate the air intake valve 1204 to cause theoverspeed protection valve to close, long before the engine begins tohave an overspeed event in excess of 140% redline.

FIG. 13 depicts wireless communication to allow sensor to sensorwireless communication wherein each sensor 1200A or 1200B is connectedby means of a wiring harness or wireless arrangement to both the shutoffvalve on the engine air intake as well as the under hood electricalconnection to provide an electrical shutoff to the engine control unit(ECU). Each sensor can wirelessly communicate to sensors in the networkto close or stop the engine in the event of an explosive gas release.

Although only two sensors 1200A and 1200B are depicted in FIG. 13 , itwill be appreciated that this is schematic and that any number may besued to create a mesh of networked sensors and actuators. At a givensite, both mobile and fixed assets may contain the sensors. Each devicealso includes wireless communication to allow sensor to sensor wirelesscommunication wireless, as indicated at 1300. As before, each sensor isconnected by means of a wiring harness or wireless arrangement to boththe shutoff valve on the engine air intake as well as the under hoodelectrical connection to provide an electrical shutoff to the enginecontrol unit (ECU).

When a single sensor 1200A or 1200B detects a software based pre-definedlevel of explosive gas the device will first stop the engine to which itis in communication electronically, or mechanically by valve actuation.Subsequently the sensor will also actuate other kill systems that havebeen subscribed to be remotely controlled by it. This allows for actionto be taken in a geographic zone, even prior to the gas spilling toother engines. This can be accomplished where each sensor can wirelesslycommunicate to others in close proximity by means of mesh or othernetwork.

In one exemplary scenario all gasoline and diesel engines in a givengeographical zone, such as a drilling site or refinery, will beoutfitted with wireless sensors 1200, valves and wiring harnesses. Uponan event such as gas release of methane, when one sensor registers a gasevent, it first sends a kill signal and if no action, closes itsassociated valve. After first detection and action, device also sends asignal to other sensor 1200 systems in the area to first send a killsignal and subsequently if no action, close their associated valve.

Turning to FIG. 14 , a system similar to that of FIG. 13 is depictedwith the additional inclusion of a central controller 1400 that canmanage all the local devices. Central controller 1400 may be at a fixedlocation at the site where the mesh network is in use. The centralcontroller 1400 monitors sensors that are local in the mesh and alsomonitors mobile assets that come or leave the local mesh. It may alsohave additional information including wind speed and directions, and theability to provide kill signals to selected devices in an appropriate orchosen area. Additionally, the central controller may include a localdisplay for a user to access and view sensor activity, location ofassets and associated tasks.

FIG. 15 depicts a system similar to that of FIG. 13 or FIG. 14 with theadditional inclusion of a cloud based layer 1500 that can among otherthings record and control. Such a layer may function as discussedpreviously herein.

While this disclosure has been described using certain embodiments, itcan be further modified while keeping within its spirit and scope. Thisapplication is therefore intended to cover any variations, uses, oradaptations of the disclosure using its general principles. Further,this application is intended to cover such departures from the presentdisclosure as come within known or customary practices in the art towhich it pertains and which fall within the limits of the appendedclaims.

1. A method of activating a pre-set controller, the method comprising:evaluating incident air provided to a first engine with a sensor todetect a concentration of at least one flammable gas in the incidentair; determining whether the detected concentration of the at least oneflammable compound is at concentration above at least a first thresholdconcentration; and transmitting a signal to shut down the first enginewhen the detected concentration is above the at least first thresholdconcentration.
 2. The method according to claim 1, wherein evaluatingincoming air to a first internal combustion engine with a sensor todetect a concentration of at least one flammable gas in the incoming aircomprises identifying the at least one flammable gas.
 3. The methodaccording to claim 1, wherein evaluating incoming air to a firstinternal combustion engine with a sensor to detect a concentration of atleast one flammable gas in the incoming air comprises detecting theconcentration using a multichannel array sensor.
 4. The method accordingto claim 1, wherein evaluating incoming air to a first internalcombustion engine with a sensor to detect a concentration of at leastone flammable gas in the incoming air comprises evaluating incoming airusing multiple sensors to characterize multiple properties of flammablevapors in the incoming air.
 5. The method according to claim 4, whereinevaluating incoming air using multiple sensors to characterize multipleproperties of flammable vapors in the incoming air comprises evaluatingthe incoming air with more than one sensor selected from the groupcomprising density sensors, thermal conductivity sensors, diffusion ratesensors, evaporation rate sensors, chemically selective redox sensors,chemical solubility sensors, and thermodynamic analysis sensors.
 6. Themethod according to claim 1, wherein evaluating incoming air to a firstinternal combustion engine with a sensor to detect a concentration of atleast one flammable gas in the incoming air comprises evaluatingincoming air using orthogonal analysis on a MEMS detector tocharacterize at least one property of a flammable vapor in the incomingair.
 7. The method according to claim 1, wherein evaluating incoming airto a first internal combustion with a sensor to detect a concentrationof at least one flammable gas in the incoming air comprises evaluatingincoming air at an air intake of the at least first internal combustionengine.
 8. The method according to claim 1, wherein determining whetherthe detected concentration of the at least one flammable gas is atconcentration above at least a first threshold concentration comprisesreceiving data reporting the detected concentration from at least onesensor at a controller and comparing the detected concentration to athreshold below the concentration of flammable gas sufficient to supportan overspeed condition.
 9. The method according to claim 1, whereintransmitting a signal comprises sending an electronic code to an EMScontroller to stop the first internal combustion engine.
 10. The methodaccording to claim 1, wherein transmitting a signal comprises sending asignal to a valve assembly disposed on an air intake to the firstinternal combustion engine to stop airflow to the first internalcombustion engine.